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140 Cards in this Set
- Front
- Back
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XMSN Oil Pressure Limits
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70 PSI Maximum
30 to 70 PSI Normal 30 PSI Minimum |
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XMSN Oil Temperature Limits
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110° C Maximum
15° to 110° C Normal 15° C Minimum |
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Engine Oil Pressure Limits
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130 PSI Maximum
115 to 130 PSI above 94% NG 90 to 130 PSI 78 to 94% NG 50 to 130 PSI idle to 78% NG 50 PSI Minimum |
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Engine Oil Temperature Limits
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107° C Maximum
0° to 107° Normal 0° Minimum |
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LAND AS SOON AS POSSIBLE
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Executing a landing at the nearest suitable landing area (e.g., open field) without delay. ( The primary consideration is to assure the survival of occupants.)
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LAND AS SOON AS PRACTICABLE
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Executing a landing at a suitable landing area. (The primary consideration is the urgency of the emergency.)
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AUTOROTATE
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Adjusting the flight controls as necessary to establish an autorotational descent and landing.
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EMERGENCY SHUTDOWN
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Defined as engine shutdown without delay.
1. _THROTTLE - Close_. 2. _FUEL VALVE handle -OFF_. 3. _BATT switches -- OFF_. |
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FADEC MANUAL OPERATION
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FADEC MANUAL OPERATION: MANUALLY CONTROLLING THE RPM WITH THE THROTTLE AND COLLECTIVE AS NECESSARY.
1. _THROTTLE - ADJUST_ NOT LOWER THAN INDEX MARK. 2._AUTO/MAN SWITCH - MAN_. 3. _COLLECTIVE - ADJUST_ TO MAINTAIN RPM WITHIN LIMITS. 4._THROTTLE AND COLLECTIVE - ADJUST_ TO MAINTAIN RPM WITHIN LIMITS. 5. LAND AS SOON AS PRACTICABLE. IF ENGINE RPM CANNOT BE CONTROLLED MANUALLY: 6._AUTOROTATE_ - WHEN OVER A SAFE LANDING AREA. 7._EMER SHUTDOWN_ - ACCOMPLISH DURING DESCENT IF TIME PERMITS. |
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ENGINE MALFUNCTION--PARTIAL OR COMPLETE POWER LOSS INDICATIONS
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THE INDICATIONS OF AN ENGINE MALFUNCTION, EITHER A PARTIAL POWER LOSS OR COMPLETE POWER LOSS, ARE A LEFT YAW (CAUSED BY THE REDUCTION IN TORQUE APPLIED TO THE MAIN ROTOR), A DROP IN ENGINE RPM (NG) AND (NP), A DROP IN ROTOR RPM (NR), LOW RPM ROTOR WARNING MESSAGE ON MFD, LOW RPM AUDIO, ENGINE OUT WARNING MESSAGE, ON MFD, ENGINE OUT AUDIO ALARM, AND A CHANGE IN ENGINE NOISE.
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MINIMUM RATE OF DESCENT--POWER OFF.
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55 KNOTS AND 100% NR (STANDARD DAY/SEA LEVEL). SEE FIGURE 9-3 FOR MINIMUM RATE OF DESCENT.
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MAXIMUM GLIDE DISTANCE-- POWER OFF
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80 KNOTS AND 100% NR (STANDARD DAY/SEA LEVEL). SEE FIGURE 9-3 FOR MAXIMUM GLIDE DISTANCE.
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ENGINE FAILURE--HOVER
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1. _AUTOROTATE_.
2._EMER SHUTDOWN_. - AFTER LANDING. |
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ENGINE FAILURE--LOW ALTITUDE/LOW AIRSPEED DURING TAKEOFF OR CRUISE
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1. _AUTOROTATE_.
2._EMER SHUTDOWN_. - AFTER LANDING. |
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ENGINE RESTART--DURING FLIGHT (FADEC AUTOMATIC MODE)
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AFTER AN ENGINE FLAMEOUT IN FLIGHT, THE FADEC SYSTEM, IN THE AUTO MODE (ONLY), WILL INITIATE A RESTART SEQUENCE WITHOUT PILOT ACTION.
1._ESTABLISH AUTOROTATIONAL DESCENT_. 2._LAND AS SOON AS POSSIBLE_-AFTER THE ENGINE IS STARTED AND POWERED FLIGHT IS REESTABLISHED, PERFORM A POWER-ON APPROACH AND LANDING WITHOUT DELAY. |
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Engine Compressor Stall: Indications
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A SHARP RUMBLE OR A SERIES OF LOUD SHARP REPORTS, SEVERE ENGINE VIBRATION, AND A RAPID RISE IN TGT, DEPENDING ON THE SEVERITY OF THE SURGE. AFTER ENGINE COMPRESSOR STALL, MANEUVERS REQUIRING RAPID OR MAXIMUM POWER APPLICATION SHOULD BE AVOIDED.
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Engine Compressor Stall: Procedures
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1._COLLECTIVE - REDUCE_.
2._ENG ANTI ICE AND HTR SWITCHES - ON_. 3._LAND AS SOON AS POSSIBLE_. THE FADEC AUTOMATIC MODE WILL, WITHOUT PILOT ACTION, ALLEVIATE THE STALL CONDITION. THE FADEC WILL ADJUST THE FUEL SCHEDULE TO AVOID FURTHER STALL OCCURRENCE. OCCURRENCE OF A COMPRESSOR STALL WILL INCREMENT THE ENG SURGE ENTRY ON THE FADEC MONITOR PAGE. |
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Engine Overspeed: Indications
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Right yaw, rapid increase in NR, NG, NP, engine and rotor noise. If over speed reaches the trip point of 124% NP, the HMU over speed solenoid will reduce the fuel flow to minimum flow until NP is reduced to the lower threshold of 118% NP. NP will then oscillate between the lower threshold and the over speed trip point until pilot action is taken to correct the cause of the over speed.
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Engine Overspeed: Procedures
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1. _Collective - Increase_ to load the rotor and sustain engine/rotor RPM below the maximum operating limit.
2. _FADEC MANUAL Operation-- Perform_. |
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Engine Underspeed
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1. _Collective - Adjust_ to establish Rotor RPM within limits.
2._Throttle - Check open_. 3. _RPM +/- trim switch - Increase (+)_. If underspeed condition still exists: 4. _FADEC MANUAL Operation - Perform_. |
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Fixed Fuel Flow hard faults include:
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1. ECU critical hardware faults.
2. Dual NG or NP sensor failures. 3. PLA potentiometer(s) failures. 4. HMU metering valve stepper motor failures.. |
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Fail to the Manual Mode System Failures and Procedure
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1. Total and complete loss of all electrical power (simultaneous failure of AC generator, DC generator, battery, and PMA, or a specific ECU internal connection failure).
2. Open or short failure of the FADEC AUTO/MAN switch. 3. Failure of the AUTOMATIC/MANUAL solenoid valve, in the HMU. a._FADEC MANUAL OPERATION - Perform_. |
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FADEC Degrade
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LAND AS SOON AS PRACTICABLE.
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(EBF switch) Filter Segment Light Illumination- Intermittent or steady.
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1. Filter bypass door - open, if desired.
2. LAND AS SOON AS PRACTICABLE. If a high TGT or other abnormal engine parameter is associated with the FILTER segment light illumination: 3. _Filter bypass door- Open_. 4. _LAND AS SOON AS POSSIBLE_. |
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COMPLETE LOSS OF TAIL ROTOR THRUST- INDICATIONS
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Caused by a break in the drive system (severed drive shaft).
1. Abnormal vibrations. 2. Pedal input has no effect on helicopter trim. 3. Helicopter nose turns right (left side slip) 4. Fuselage rolls left along longitudinal axis. |
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COMPLETE LOSS OF TAIL ROTOR THRUST- Procedures: Powered Flight
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1. If a safe landing area is not immediately available, continue powered flight to suitable run-on landing area. Maintain airspeed at or above minimum rate of descent autorotational airspeed.
2. When landing area is reached, make a power on run-on landing above the minimum rate of descent airspeed during the approach. 3. Accomplish touchdown with airspeed as required for directional control. Manipulate throttle and collective as necessary to maintain landing alignment until the aircraft comes to a stop. |
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COMPLETE LOSS OF TAIL ROTOR THRUST- Procedures: Power Off (Autorotation)
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1. Maintain airspeed above minimum rate of descent airspeed during the autorotational descent.
2.If run-on landing is possible at touchdown, complete autorotation with touchdown airspeed as required for directional control. 3. If run-on landing is not possible, start to decelerate from 100 feet altitude so that forward ground speed is at a minimum when the helicopter reaches 10 to 20 feet; execute the termination with a rapid collective pull just prior to touchdown in a level attitude with minimum ground speed. |
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Fixed Tail Rotor Pitch Settings - Fixed Right pedal: Indications
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Occurs at a low power setting, nose of the helicopter turns to the right as power is applied. The right pedal may be forward of the left.
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Fixed Tail Rotor Pitch Settings - Fixed Right pedal: Procedures
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1. If a safe landing area is not immediately available, continue powered flight to a suitable landing area above the minimum speed required for directional control.
2. When the landing area is reached, perform a run-on landing. During the approach, maintain the minimum speed required for directional control. Arrive over the touchdown area at this speed, and an altitude of two to three feet. 3. Allow the aircraft to touchdown while maintaining heading control with throttle and collective applications as necessary. Reductions in throttle and/or collective will cause the nose to yaw to the left. Increases in collective will cause the nose to yaw right. |
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Fixed Tail Rotor Pitch Settings - Fixed Left pedal: Indications
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Occurs at a higher power setting, nose of the helicopter turns to the left as power is reduced. The left pedal may be forward of the right.
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Fixed Tail Rotor Pitch Settings - Fixed Left pedal: Procedures
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1. If a safe landing area is not immediately available, continue powered flight to a suitable landing area, maintain control with power and airspeed between 40 and 70 knots.
2. If needed, due to excessively high tail rotor thrust, reduce engine RPM (INCR/DECR) to 98% NP. 3. When the landing area is reached, perform a run-on landing. During the approach, maintain the minimum speed required for directional control. Arrive over the touchdown area at this speed, and an altitude of two to three feet. 4. Decelerate and allow the aircraft to touchdown while maintaining heading control with collective and throttle applications as necessary. Increases in collective will cause the nose to yaw right. Reductions in throttle and/or collective will cause the nose to yaw to the left. |
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Fixed Tail Rotor Pitch Settings - Hover: Procedures
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1. Fixed left pedal, gradually decrease the collective pitch and land helicopter.
2. Fixed right pedal or total loss of tail rotor thrust, close the throttle and accomplish an autorotational landing. |
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Loss of Tail Rotor Components: Indications
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1. Varying degrees of right yaw depending on power applied and airspeed at time of failure.
2. Forward CG shift. 3. Abnormal vibrations. |
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Loss of Tail Rotor Components: Procedures
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1. Enter autorotative descent (power off).
2. Maintain airspeed above minimum rate of descent airspeed. 3. If run on landing is possible, complete autorotation with a touchdown airspeed as required for directional control. 4. If run-on landing is not possible, start to decelerate from about 100 feet altitude so that forward ground speed is at a minimum when the helicopter reaches 10 to 20 feet: execute the termination with a rapid collective pull just prior to touchdown in a level attitude with minimum ground speed. |
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Main Drive Shaft Failure: Indications
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Sudden increase in NP, decrease in NR, and left yaw. The LOW RPM ROTOR warning message will display and audio will sound.
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Main Drive Shaft Failure: Procedures
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1. _Autorotate - Throttle full open_.
If FADEC failure is annunciated: 2. _Throttle - Reduce to idle detent_. 3. _AUTO/MAN switch - MAN_. 4. _Throttle - Adjust_ to maintain 100% NP, if time permits. After landing: 5. _EMER SHUTDOWN_. |
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Clutch Fails to Disengage: Indications
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Rotor RPM decaying with engine RPM as the throttle is reduced when entering autorotation. Results in a total loss of autorotational capability.
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Clutch Fails to Disengage: Procedures
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1. _Throttle - Open_
2. -Land as soon as possible_. |
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Clutch Fails to Re-engage
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Occurs during recovery from autorotation descent. Decrease in NR while NP remaining constant.
1._ AUTOROTATE_. 2. _EMER SHUTDOWN_. |
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Abort Start/ Hot Start/ Residual Fire
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During engine starting or shutdown if any limits are exceeded or if it becomes apparent that limits may be exceeded:
1. _Throttle - Close_. 2. _Start Switch - On and hold until TGT is less than 200° C_. |
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Engine / Fuselage/ Electrical Fire - Ground
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1. _EMER SHUTDOWN_.
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Engine/ Fuselage Fire- Low/ Cruise Altitude
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If a fire is observed during flight, prevailing circumstances such as: VMC, IMC, night, altitude, and landing areas available must be considered in order to determine whether to execute a power-on or power-off landing.
A. If power on landing: 1. _LAND AS SOON AS POSSIBLE_. 2. _EMER SHUTDOWN after landing_. B. If power-off landing: 1. _AUTOROTATE_. 2. _EMER SHUTDOWN_ Accomplish during descent if time permits. |
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Electrical Fire - Flight
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1. _AC and DC GEN switches - OFF_.
2. _LAND AS SOON AS POSSIBLE_. 3. _EMER SHUTDOWN AFTER LANDING_. |
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Smoke and Fume Elimination
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A. Heater
1. _VENT PULL knobs- PULL_. 2. _ R and L DEFOG BLWR switches - ON_. 3. _COMPT BLWR switch - ON_. B. ICH 1. _VENT PULL knobs - PULL_. 2. _COMPT BLWR switch - ON_. 3. _HTR switch - ON_. 4. _HTR and DEFOG valves - OPEN_. |
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Fuel Boost Pump Failure
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1. FUEL BOOST switch - OFF.
2. Descend below 8,000 feet PA. 3. LAND AS SOON AS PRACTICABLE. |
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Complete Loss of Electrical Power
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1. _LAND AS SOON AS POSSIBLE_.
If RPM cannot be controlled manually: 2. _AUTOROTATE_ when over a safe landing area. 3. _EMER SHUTDOWN_. Accomplish during descent if time permits. |
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Battery Power Only
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Crew must turn off equipment to extend battery power.
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DC Generator Failure - No Output
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MFD displays the caution message DC GEN FAIL.
1. DC GEN FIELD and DC GEN RESET circuit breakers - Check/ Place in. Do not hold the circuit breaker(s) in. If the circuit breaker(s) trip again, leave out and proceed with step 3. 2. DC GEN switch - RESET then DC GEN. Do not hold the switch in the RESET position. If generator output is not restored, or if generator goes off line again: 3. DC GEN switch - OFF. 4. LAND AS SOON AS PRACTICABLE. |
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Heater Overtemp Caution Light Illuminates
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1. The snap switch closes below 140° F.
2. Power returns to the bleed air system solenoid and opens. 3. Bleed air leak commences, and the snap switch reheats and breaks the circuit again. _HTR switch - OFF for remainder of flight_. |
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AC Generator Failure
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1. AC GEN switch - OFF, then AC GEN.
If generator output is not restored or generator fails again: 2. AC GEN switch - OFF. 3. LAND AS SOON AS PRACTICABLE. |
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AC Generator Failure: CMWS actions.
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CMWS missile detection and automatic flare dispense functions are lost. The pilot can manually dispense flares; however, no flare dispense indication on the CI.
1. Leave CI PWR switch ON. 2. CCP BYPASS/AUTO switch - BYPASS. 3. Missile threat - press pilot cyclic FLARE button. |
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RECT Fail
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With a TRU failure , during some flight operations, a DC GEN overload may occur. Monitor the DC GEN load on the MPD and turn off equipment as necessary.
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Audio Distribution Unit (ADU) Failure
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Failure of all radios except FM-1, including COMSEC, retransmission, caution/warning/advisory tones, and pilot remote function.
1. Transmit and receive on FM-1. 2. LAND AS SOON AS PRACTICABLE. |
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EGI Failure
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EGI FAIL displays on the MFD, the VSD pitch, roll and heading data displays go blank, and SCAS disengages.
1. EGI DC circuit breaker - Out. 2. EGI DC circuit breaker - In. 3. Last know present position - Enter. 4. If in flight - Input aircraft heading. 5. Execute a manual EGI alignment. If EGI functionality is not restored, or fails again: 6. EGI DC circuit breaker - Out. 7. LAND AS SOON AS PRACTICABLE. Flight may be continued utilizing standby instruments for aircraft attitude and heading information. |
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EGI BATT LOW
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EGI BATT LOW displays on the MFD. Replace at least one EGI battery prior to removal of DC power or the EGI almanac data will be lost.
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GPS Divergent
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There exists a significant difference between the combined INS/GPS navigation solution position and the stand alone GPS position data.
If abnormal system operation continues: 1. INS mode of navigation - Select. Compare reported position to that of a known waypoint as soon as possible. If position error is evident: 2. Manual update - Perform to correct the INS drift. If position error is not observed: 3. GPS mode of navigation - Select. If position error is observed: 4. INS mode of navigation - Reselect and continue flight operations. |
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LEFT IMCPU/RIGHT IMCPU FAILURE: GROUND
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LEFT MCPU FAIL or RIGHT MCPU FAIL displays on the unaffected MFD. An automatic reset function provides a built-in reset. If an IMCPU failure occurs without an automatic reset:
1. _MCPU L/R circuit breaker - Out_. 2. _MCPU L/R circuit breaker - In_. If IMCPU is not recovered: 3. Maintenance action is required to recover failed IMCPU prior to flight. |
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LEFT IMCPU/RIGHT IMCPU FAILURE: IN-FLIGHT
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LEFT MCPU FAIL or RIGHT MCPU FAIL displays on the unaffected MFD. An automatic reset function provides a built-in reset in the event of a right IMCPU failure. If the right IMCPU fails and does not reset:
1. LAND AS SOON AS PRACTICABLE. Left IMCPU does not have an automatic in-flight reset function. If the left IMCPU fails: 2. _LAND AS SOON AS POSSIBLE_. |
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MPD Warning Light Illumination In Flight.
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1. BIT RST switch - RST.
If WRN illuminates again: 2. BIT check - Accomplish. If an error code displays: 3. LAND AS SOON AS PRACTICABLE. |
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LOW HYD PRESS Caution Message
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It is possible that the LOW HYD PRESS caution message could be displayed without presence of control feedback. Select an area which will permit a run-on landing with power and:
LAND AS SOON AS PRACTICABLE |
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HYDRAULIC Power Failure
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1. Airspeed - Adjust as necessary to attain the most comfortable level of control movements.
2. HYD SYS circuit breaker - Out, check for restoration of hydraulic power. If hydraulic power is not restored: 3. HYD SYS circuit breaker - Out. 4. HYD SYS switch - OFF. 5. LAND AS SOON AS PRACTICABLE at an area which will permit a run-on landing at an airspeed slightly above effective translational lift. |
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Landing in Trees
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A landing in trees should be made when no other landing area is available. In addition to accomplishing engine failure emergency procedures, select a landing area containing the least number of trees of minimum height. Decelerate to minimum forward speed at tree top level and descend into the trees vertically. Apply all remaining collective prior to the main rotor contacting the trees.
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Ditching - Power On
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Accomplish an approach to a hover above the water:
1. Doors- Jettison at a hover. 2. CPO or passenger - Exit. 3. Hover a safe distance away from personnel. 4. AUTOROTATE. Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to roll. Apply cyclic in the direction of the roll. 5. Pilot - Exit when the main rotor stops. |
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Ditching - Power Off
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Accomplish engine failure emergency procedures:
1. _AUTOROTATE_ - Decelerate to minimum forward speed as helicopter nears the water. Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to roll. Apply cyclic in the direction of roll. 2. _Doors - Jettison_ as the helicopter enters the water. 3. _CPO or passenger and pilot - Exit_ when main rotor stops. |
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Flight Control Malfunction
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Varying degrees of feedback, binding, resistance, or sloppiness. Should not be mistaken for hydraulic power failure:
1. _LAND AS SOON AS POSSIBLE_. 2. _EMER SHUTDOWN after landing_. |
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SCAS Failure
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1. Affected SCAS channel - Attempt to reengage.
If SCAS channel cannot be reengaged: 2. LAND AS SOON AS PRACTICABLE. |
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Lightning Strike
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_LAND AS SOON AS POSSIBLE_
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In-Flight Wire Strike
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_LAND AS SOON AS POSSIBLE_
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Inadvertent Air Bag Deployment
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1. Maintain control of aircraft.
2. If at terrain flight altitude - Initiate climb. 3. Fold both forward air bags over glare shield and secure, if possible. (If not possible to secure both airbags, transfer controls and accomplish individually.) If safe flight can not be continued: 4. _LAND AS SOON AS POSSIBLE_. |
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Emergency Ingress/Egress
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1.Sweep forward air bags inboard.
2. Pull emergency door release. 3. Exit under lateral ITS/egress as normal. |
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Missile Unlatched
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1. Avoid nose low attitudes and excessive bank angles.
2. LAND AS SOON AS PRACTICABLE. |
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Misfire - 2.75 IN Rocket
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Rocket has been fired but the launch motor does not ignite..
1. Position the aircraft so that the rocket is oriented downrange for a period of 10 minutes. 2. Upon landing the aircraft - Notify explosive ordinance disposal. |
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Rocket/Missile Hangfire
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1. _Jettison switch(es) - Activate_. (Only in event of a residual fire.)
2. _LAND AS SOON AS POSSIBLE_. |
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Jettison Flares
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In event of emergency (e.g., fire in Payload Module of the Flare Dispenser), all flare munitions shall be jettisoned. The CMWS/ICMD system must be armed and in flight to jettison.
1. _CMWS Control Panel (CCP) SAFE/ARM switch - ARM_. 2. _CMWS JETTISON switch - Activate_. |
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Runaway Gun
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Gun continues to fire after WPN-FIRE switch is released.
1. _Orient gun in safe direction_. 2. _MASTER switch - STBY_. 3. _Allow gun to fire out_. 4. _Gun switch - SAFE_. |
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Fuel Quantity
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0 to 100 lbs low fuel.
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NG (Gas Producer) Limits
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106% 10-second transient
105% maximum continuous 63 to105% continuous |
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(EQ) Engine Torque Limits
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121 to 131% 2-second transient
112 to 121% 10-second transient 100 to 112% 30-minute limit 0 to 100% continuous |
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Airspeed (Indicated) Limits
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125 KIAS Maximum VNE - refer to fig 5-2.
0 to 125 KIAS Normal operation |
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NR Rotor Limits
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TRANSIENT:
107 to 125% 5-second transient CONTINUOUS OPERATION: Autorotation: 107% maximum 90% minimum Powered Flight: 107% maximum 100% normal 93% minimum |
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NP Power Turbine Limits
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107 to 112% 15-second transient
107% maximum 100% normal 71 to 91% transient operation only. |
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Engine Limitations
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Engine limitations consist of torque (ENG TRQ%), turbine gas temperature (TGT), and rpm (NG and NP). Excessive torque or TGT will be indicated by associated WARNING messages on MFDs. These messages, peak values, and durations are recorded in CDS memory.
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Fuel Operations Limits
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Standard fuel is JP-8; no restrictions are imposed.
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Starter Limits
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EXTERNAL:
40 sec ON 30 sec OFF 40 sec ON 30 sec OFF 40 sec ON 30 min OFF (cool down) BATTERY STARTS: 60 sec ON 60 sec OFF 60 sec ON 60 sec OFF 60 sec ON 30 min OFF (cool down) |
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Towing Weight LImitations
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The spread restraint strap must be installed at gross weights above 4,100 lbs over rough terrain and above 4,500 lbs over smooth, prepared surfaces.
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Airspeed Limitations - Forward
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The speed for any and all maneuvers shall not exceed the level flight velocities as stated on the airspeed operating chart (Fig 5-2).
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Airspeed Limitations - Sideward and Rearward
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Maximum sideward and rearward airspeed is 35 knots; however, this may be reduced by lateral CG imbalances. Lateral CG condition is determined by Tables 6-3 and 6-4 and applied to wind limitations on Figure 5-3.
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Airspeed Limitations - Inlet Shields
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When operating with aft panels removed, the maximum rearward airspeed shall be as shown on the rearward airspeed limitation diagram ( fig 5-4). The envelope restricts airspeed to a maximum of 20 knots when relative wind is from 45° either side of the tailboom. A maximum sideward airspeed of 35 knots is authorized, except for rocket firing as noted elsewhere.
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Flight With Doors Removed
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a. The helicopter shall no be flown with only one crew door removed.
b. The helicopter shall not be flown with either avionics compartment access door removed. c. For flight with crew doors removed, maximum permissable speed (VNE) is 110 KIAS (Fig 5-2) |
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Prohibited Maneuvers
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a. Flight manuevers causing a negative "G" load are prohibited.
b. The speed for any and all maneuvers shall not exceed the level flight veloctities as stated on the airspeed operating limits chart (fig 5-2). c. Aerobatic maneuvers intentionally exceeding pitch or roll angles greater than +/- 30° or +/- 60° respectively are prohibited. d. Mast torque is limited to 95% in forward flight above 60 KIAS. |
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Slope Landing and Takeoff Limits
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a. Nose downslope - 5°.
b. Left skid, right skid, or nose upslope - Limits are dependent on lateral CG condition as determined by Tables 6-3 and 6-4. For condition A, 8°; for condition B and C, 5°. |
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Environmental Restrictions
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a. This helicopter is restricted to visual flight conditions.
b. Intentional flight into icing conditions is prohibited. c. Cover plate shall be installed for flight when MMS is removed regardless of environmental conditions. d. The OH-58D has not been tested in a cold weather environment. Until such testing is conducted, the following limitations apply: (1) If the free air temperature (FAT) is below -17°C (2°F), external power should be used for starting the aircraft. |
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Turbulence
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a. Intentional flight into severe or extreme turbulence is prohibited.
b. Intentional flight into moderate turbulence is prohibited when the weather report or forecast is based on fixed wing aircraft above 12,500 lbs gross weight. c. Intentional flight into moderate turbulence is permitted when the weather report or forecast is based on rotary-wing aircraft or fixed wing aircraft under 12,500 lbs gross weight. |
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Wind Limitations
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a. Engine starting - 45 knots maximum.
b. Maximum crosswind and tailwind for hover is 35 knots, however this may be reduced by lateral CG imbalances. Lateral CG condition is determined by Tables 6-3 and 6-4 and applied to wind limitations on Fig 5-3. c. Maximum tailwind for hover without inlet blast shields installed is 20 knots. d. Heading hold engaged - 20 knots maximum. |
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CMWS NVG Operating Limitations
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Forward infrared (IR) position lights are obscured during night/NVG formation flight operation at distances of 3-5 rotor discs (Fig 5-5).
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TGT START LIM [ ] CAUTION MESSAGE
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MONITOR TGT. PREPARE TO ABORT START.
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HIGH OIL PRESS ENG CAUTION MESSAGE
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LAND AS SOON AS PRACTICABLE
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LOW OIL PRESS ENG CAUTION MESSAGE
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_LAND AS SOON AS POSSIBLE_
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QE 30 MIN LIM [ ] * CAUTION MESSAGE
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ADJUST COLLECTIVE
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HIGH TGT TIME LIM [ ] * CAUTION MESSAGE
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_ADJUST COLLECTIVE_
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CHIPS T/R GEARBOX CAUTION MESSAGE
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_IF NO SUCCESSFUL BURNOFF- LAND AS SOON AS POSSIBLE_.
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HIGH OIL TEMP ENG CAUTION MESSAGE
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_LAND AS SOON AS POSSIBLE_
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FUEL FILTER BYP CAUTION MESSAGE
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_LAND AS SOON AS POSSIBLE_
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HIGH TEMP T/R GRBX CAUTION MESSAGE
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_LAND AS SOON AS POSSIBLE_
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|
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LOW OIL PRESS XMSN CAUTION MESSAGE
|
_LAND AS SOON AS POSSIBLE_
|
|
|
CHIPS XMSN UPPER CAUTION MESSAGE
|
_IF NO SUCCESSFUL BURNOFF- LAND AS SOON AS POSSIBLE_.
|
|
|
TGT 30 MIN LIM [ ] * CAUTION MESSAGE
|
_ADJUST COLLECTIVE_
|
|
|
HIGH OIL TEMP XMSN CAUTION MESSAGE
|
_LAND AS SOON AS POSSIBLE_
|
|
|
CHIPS XMSN SUMP CAUTION MESSAGE
|
_IF NO SUCCESSFUL BURNOFF- LAND AS SOON AS POSSIBLE_.
|
|
|
ENG OVER SPD WARNING MESSAGE
|
VERIFY CONDITION, _LAND AS SOON AS POSSIBLE_.
|
|
|
ENG TRQ TIME LIM [ ] * CAUTION MESSAGE
|
_ADJUST COLLECTIVE_
|
|
|
NP TIM LIM [ ] * CAUTION MESSAGE
|
_COLLECTIVE INCREASE_
|
|
|
OIL BYP ENG CAUTION MESSAGE
|
_LAND AS SOON AS POSSIBLE_
|
|
|
LOW OIL QUANTITY ENG CAUTION MESSAGE
|
_LAND AS SOON AS POSSIBLE_
|
|
|
CHIPS T/R GEARBOX CAUTION MESSAGE
|
_IF NO SUCCESSFUL BURNOFF- LAND AS SOON AS POSSIBLE_.
|
|
|
TGT OVER TEMP WARNING MESSAGE
|
VERIFY CONDITION, _LAND AS SOON AS POSSIBLE_.
|
|
|
OIL TEMP ENG * ADVISORY MESSAGE
|
ENGINE OIL TEMP IS >100° CELCIUS. MONITOR ENGINE OIL TEMP.
|
|
|
CHIPS ENG FREEWHEEL CAUTION MESSAGE
|
_IF NO SUCCESSFUL BURNOFF- LAND AS SOON AS POSSIBLE_.
|
|
|
LOW FUEL PRES WARNING MESSAGE
|
_LAND AS SOON AS POSSIBLE_
|
|
|
FADEC DEGRADE * ADVISORY MESSAGE
|
LAND AS SOON AS PRACTICABLE
|
|
|
NO AUTO START ADVISORY MESSAGE
|
A DETECTED FAILURE MAY HINDER AUTO START.
|
|
|
HIGH RPM WARNING MESSAGE
|
VERIFY CONDITION, _ADJUST COLLECTIVE_.
|
|
|
CHIPS ENG UPPER CAUTION MESSAGE
|
_LAND AS SOON AS POSSIBLE_
|
|
|
FUEL LOW CAUTION MESSAGE
|
LAND AS SOON AS PRACTICABLE
|
|
|
LEFT MCPU FAIL CAUTION MESSAGE
|
_LAND AS SOON AS POSSIBLE_
|
|
|
CHECK THROTTLE WARNING MESSAGE
|
_ADJUST THROTTLE_
|
|
|
CHIPS ENG LOWER CAUTION MESSAGE
|
_LAND AS SOON AS POSSIBLE_
|
|
|
LOW RPM ROTOR WARNING MESSAGE
|
VERIFY CONDITION, _ADJUST COLLECTIVE_.
|
|
|
XMSN OVER TRQ WARNING MESSAGE
|
VERIFY CONDITION, _LAND AS SOON AS POSSIBLE_.
|
|
|
ENG OVER TRQ WARNING MESSAGE
|
VERIFY CONDITION, _LAND AS SOON AS POSSIBLE_.
|
|
|
MAST TRQ TIME LIM [ ] * CAUTION MESSAGE
|
_ADJUST COLLECTIVE_
|
|
|
FADEC MAINT * ADVISORY MESSAGE
|
FADEC REQUIRES MAINTENANCE ACTION.
|
|
|
ENGINE OUT WARNING MESSAGE
|
VERIFY CONDITION, _AUTOROTATE_.
|
|
|
FADEC DEGRADE OS
|
FADEC SYSTEM HAS DETECTED A FAULT THAT RESULTS IN A LOSS OF THE FADEC OVERSPEED LIMITING SYSTEM.
|
|
|
FADEC DEGRADE DROOP
|
FADEC SYSTEM HAS DETECTED A FAULT THAT WILL RESULT IN POSSIBLE ROTOR DROOP.
|
|
|
FADEC TRQ LIM LOSS
|
FADEC SYSTEM HAS DETECTED A FAULT THAT RESULTS IN A LOSS OF THE FADEC ENGINE TORQUE LIMITING FEATURE.
|
|
|
FADEC TGT LIM LOSS
|
FADEC SYSTEM HAS DETECTED A FAULT THAT RESULTS IN A LOSS OF THE FADEC TGT LIMITING FEATURE.
|
|
|
FADEC DEGRADE ARINC
|
CDS DETERMINES THAT ARINC BUS INTERFACE IS DEGRADED.
|
|
|
TGT Limitations
|
Starting:
927°C maximum momentary peak no more than 1 second 843 - 927°C 10 - second transient Normal Operation: 802 - 905°C 12 - second transient 716 - 802°C 30 - minute limit 0 - 716°C continuous |
|
|
Mast Torque Limitations
|
0-100% continuous
100-116% 10 - second transient (no more than 10 seconds per flight hour) |
